Locomotive underframe



June 27, 1933. 'D, B. WORTH 1,915,813 v LOCOMOTIYE UNPERFRAME I v Filed Feb."4, 1933 r 3'Sheets'She et 1 June 27, 1933.

D. B. WORTH 1,915,813

LOGOMOTIVE UNDERFRAME Filed Feb. 4, 19:53

3 Sheets-Sheet 5 g as Jade/$7.

. I v Q2?- Patented June 27, 1933 DANIEL B. WORTH, F ROCHELLE, ELINOIS LOCOKOTIVE UNDER-FRAME Application filed February 4, 1933. Serial Nix 655,211.

This invention relates to a new and improved locomotive und erframe, and is particularly concerned with one specially designed and adapted for use with a gas or oil electric locomotive.

One of the principal objects of my invention is to provide an underframe constructed with a view to securing the maximum strength at the various sections thereof with the minimum amount of material whereby to secure lightness without sacrificing the ultimate strength. A special feature of the underframe lies in the concentration of strength and weight at the center sills so as best to absorb the shocks and strains of service, with minimum likelihood of distortion.

Ambng the other important features of my invention may be enumerated the followin 2o %1) The provision of a flexible .top plate for mounting the engine and generator on g the underframe whereby to prevent displacement in the coupling or bumping of cars, but, in the event of a collision or any unusual shock or strain imposed upon the underframe, such as may tend to flex or distort the same, permit such distortion to occur without transmitting the same to the engine-generator sub-base and assembly.

(2) The rovision of bolsters, side sill braces and ame braces all secured to the center sill section but so formed and related to make the various nether parts of the locomotive accessible at those points where members of the underframe might otherwise interfere with the ease of getting at the parts in the operation and maintenance of the locomotive.

These and other features of my invention 4.0 will appear in the course of the following detailed description, in which reference is made to the accompanying drawings, where- Figure 1 is a side view of a gas or oil electric locomotive embodying my invention Fig. 2 is a vertical cross-section taken in front of the bolster section as indicated by the line 2-2 of Figure 1 but showing the engine and truck in end elevation; Fig. 3 is a plan View of one half of the underframe shown on a slightly smaller scale than Fig. 2 and with portions of the top plate broken away to better disclose the structural details therebeneath, and omitting the floor plates for the same reason; I.

Fig. 4 is a central longitudinal section through so much of the underframe as appears in Fig. 3 and showing the engine-generator sub-base, and

Figs. 5 and 6 are cross-sections taken on the correspondingly numbered lines of Fig. 3. The same reference numerals are applied to corresponding parts throughout the views. The locomotive in connection with which I have illustrated my improved underframe is a gas or oil electric locomotive having a cab '4 7 at the middle between opposed hoods 8 and 9 reaching fore and aft to radiators 10 and 11. A Diesel or other internal combust1on englne such as that indicated at 12 in Q Fig. 2, together with its associated generator 13, is mounted on a sub-base 14 under each of the hoods 8 and 9, the engines having cooling systems including the radiators 10 and 11 and having their exhaust pipes 115 exhausting through special stacks 16 provided next to the cab as shown. The underframe with which my lnvention is concerned is indicated generally by the numeral 17 and supports the superstructure on the usual trucks 18. The'underframe 17 is constructed so'that the principal weight and strength is concentrated in the center sill section 19, which forms the backbone thereof and is intended to take the brunt of the shocks and jars of 3 service. The section 19 is'made up of two center sills 20 extending the full length of the underframe, the same being channel members with'their flanges 21 directed outwardly. Spacers 22 are inserted between the center sills 20 near the middle of the underframe;sbut at opposite ends, draft sill castings 23 are interposed therebetween and riveted solidly in place. The drawbar 24 at each end of the locomotive cooperates with the usual draft gear mechanism in the casting 23, and carries the usual coupler 25 on the outer end thereof. The center line of the coupler is dis laced from the neutral axis of the under rame section to the extent best indicat- Kill ed in ii. In order that the required strength will be built into the design at all points and there will be no weak spots to show up in the case of a collision or some unusual shock or strain, the draft sillcasting 23, as shown in Figs. 3 and 4:, is made to extend from the end of the locomotive underframe back to the bolster section indicated by the numeral 26, instead of having it terminate just behind the draft gear. The purpose and advantage in this is at once apparent when it, is considered that the bolster section 26 at each end of the locomotive underframe carries the swivel 27 (Fig. 4) for mounting the underirame on the truck center 28. A king bolt 29 passes through the hole 30 provided in the rear end of the draft sill casting 23 concentric with the swivel 27 and truck center 28, secure the truck in assembled swiveled relation to the underframe.

The underframe also comprises side sills 31 joined to the ends of the holster sections 26, as indicated in Fig. 3 for connection with the center sill section 19. End sills 32 carried on the ends of the center sill section are secured to the ends of the side sills. Braces 33 and 3a extend from the center sill section out to the side sills and are rivemd or otherwise secured in place at both ends, the braces being composed of channel members with gussets 33' and 3t riveted to the outer ends thereof and to the side sills for reinforcement. The same is true of channel members 35 provided at the center of the underframe to carry the cab 7 Diagonal braces 36 are also provided at the ends of the underframe to lend rigidity and strength. Qbserving Fig. 2, it will be seen that the bolster section 26 while heavy enough to afford the desired strength and rigidity at this critical point of the underframe, in fact suficient strength to permit jacking up of the under-frame ofi the trucks, by jacks applied to the pads indicated at 37, is nevertheless kept down to as small size as possible so as not to interfere with a workman having access to the various parts of the equipment. Notice in particular that the cross-section of thebolster is reduced from the size of the center sills down to the size of the side sills about half-wayout from the center sill section, thus making the bolster virtually bridge over the truck parts therebeneath and afiord' so much clearance that all parts become easily accessible and the servicing and maintenance work on the locomotive is greatly simplified and ex edited. In this connection it will be observe in Fig. 2 that the brake cylinders ll which project from the top of the truck are located as far out to the sides as possible, beyond the wheels 42 and side hearings 43, the latter being provided on the holsters at about half the distance out to the side sills from the center sill section. The side bearings, oil course, avoid engagement of the bolsters with the brake lti Lea ers cylinders under running conditions, and it will lee noticed that the end flanges on the brake cylinders are cut ofl at the top in order to provide ample clearance in extreme positions of the bolster and truck with reference to one another. Accessibility as well as clearance is also the thought behind the form and relationship of the braces 33 and 36. It will be seen in Fig. 6 that the bracing is practically entirely in the plane of the top of the underframe and does not'extend even as far down as the bottom of the shallow side sills 31, thus giving that much more head room or elbow space over the trucks and under the frame. The same is true with regard to the braces 34. Reverting to Fig. 6, it may be noted in passing that the braces 36 actually pass through notched-out portions of the flanges of braces 33 to make for the bestcompactness and thus use up the least possible amount of room. The fact that thebraces 36 are secured not only at the ends to the end sill and center sill section, but also intermediate the ends to the braces 33, insures the desired strength and rigidity.

A top plate or diaphragm 38 extends the full length of the center sill section 19 and is riveted or otherwise secured to the flanges 21 of the'center sills 20. This top plate or diaphragm is wider than the center sill section and has the engine-generator sub base l4 bolted thereto as indicated at 39 to the outer edges thereof. The sub-base la is shimmed up on the plate 38 at the points of fastening 39 so as to be clear of the top plate over the center sill section, as best appears in Fig. 2. The object of this is ,to have the load of the engine and generator assumed entirely by the marginal portions of the top plate 38 instead of directly by the center sill section. In that way, it a collision occurs where there is any unusal stress or strain placed upon the underframe tending to flex or distort the same, the flexible top plate or diaphragm 38 will permit a certain amount of distortion of the underframe without having any undue stress or strain transmitted to the enginegenera-tor sub-base and assembly. The top plate 38 is, of course, made light enough to serve this purpose. This design avoids the necessity for completely dismantling the locomotive after a collision or severe bump, to straighten the underframe and get the engine and generator back into alignment.

The rest of the underframe to either side of the center sill section 19 is covered by sheet metal flooring d0 which provides the walks alongside the hoods 8 and 9 extending fore and aft from the cab 7.

It is believed the foregoing description conveys a good understanding of all of the objects and advantages The following claims have been drawn with a view to covering all legitimate modifications of my invention.

and adaptations coming. within the spirit and scope of the invention.

I claim 1. In a railway locomotive underframe, a longitudinal center sill section, the same being of heavy construction to assume the shocks and strains of service, a relatively light diaphragm member carried by the center sill section and projecting beyond the opposite longitudinal edges thereof to provide marginal supporting portions, and an engine for driving a generator or thelike secured at the opposite sides thereof to the marginal supporting portions of said diaphragm member, whereby to prevent the transmission of distortion from'the under-, fame to the engine mounting.

2. In a railway locomotive underframe, a longitudinal center sill section, the same be ing of heavy construction to assume the shocks and strains of service, a relatively light diaphragm member carried by the center sill section and projecting beyond the opposite longitudinal edges thereof to provide marginal supporting portions, an engine and generator coupled together in a predeter mined alignment, and means for supporting and securing the engine and generator on the marginal supporting portions of the dia-/ phragm member. whereby to prevent the transmission of distortion from the underframe to the engine and generator and to maintain said engine and generator in their redetermined alignment.

3. In a railway locomotive underframe, a longitudinal center sill section, the same be ing of heavy construction to assume the shocks and strains of service, a relatively light diaphragm member carried by the center sill section and projecting beyond the opposite longitudinal edges thereof to provide marginal supporting portions, an enginegenerator sub-base of rigid construction supported on and secured to the marginal supporting portions of the diaphragm member, and an engine and generator mounted on the sub-base in a predetermined alignment, the construction described preventing the transmission of distortion from the underframe to the engine-generator mounting and serving to maintain the engine and generator in their predetermined alignment.

4. In a railway vehicle, an underframe comprising a longitudinal center sill section and bolsters extending in transverse relation thereto, supporting trucks swiveled on the bolsters and reaching a certain distance to either side of the center sill section, and longitudinal side sills on said underframe joined to the ends of the bolsters, said side sills being disposed with the tops thereof in substantially the same horizontal plane with the top of the center sill section but being of less depth than the center sill section so that the bottoms thereof are above the plane of the bottom of the center sill section, and said b lsters being constructed of decreased depth a their outer ends where they are joined to the side sills and of increased depth at the middle where they are joined to the center sill section, and being formed between the vmid portion and the end portions to bridge over the adjacent portions of the trucks so as to afford clearanceiwith respect thereto, and side sill braces extending from the center sill section laterally to the side sills, said braces being made of substantially the same depth at their outer ends as the side sills and secured thereto substantially the full depth thereof, but being of reduced depth the rest of the length thereof and disposed substantially wholly in the plane of the top of the underframe, whereby to afford clearance under the frame.

5. In a railway vehicle, an underframe comprising a longitudinal center sill section and bolsters extending in transverse relation thereto, supporting trucks swiveled on the bolsters and reaching a certain distance to either side of the center sill section, and longitudinal side sills on said underframe joined to the ends of the bolsters, said side sills being disposed with the tops thereof in substantially the same horizontalplane with the top of the center sill section but being of .less

depth than the center sill section so that the bottoms thereof are above the plane of the bottom of the center sill section, and said bol sters being constructed of decreased depth at their outer ends where they are joined to the side sills and of increased depth at the middle where they are joined to the center sill section, and being formed between-the mid portion and the end portions to bridge over the adjacent portions of the trucks so as to afford clearance with respect thereto, and a side sill brace extending from the center sill section laterally to the side sill, said brace being made of substantially the same depth at their outer end as the side sill and secured thereto substantially the full depth thereof, but being of reduced depth the rest of the length thereof and disposed substantially wholly in the plane of the top of the underframe, whereby to afford clearance under the frame, and a diagonally extending brace oined at its ends to the center sill section and another portion of the underframe and intermediate its ends to the last mentioned brace where it extends in transverse relation there to, the one brace being notched to receive the other brace whereby both braces are disposed substantially wholly in the plane of the top of the underframe for clearance beneath the frame.

6. In a railway vehicle underframe, a longitudinal center sill section, bolsters extending in transverse relation thereto for supporting said frame on trucks, longitudinal side sills oined to'the ends of the bolsters,

and side sill braces extending from the center sill section laterally to the side sills, sa1d braces being made of substantially the same depth at their outer ends as the side sills and ill) braces being made clearance beneath the frame.

secured thereto substantially the full depth thereof, but being of reduced depth the rest of the length thereof and disposed substantially wholly in the plane of the top of the underframe, whereby to afiord clearance under the frame.

7. In a railway vehicle underframe, a longitudinal center sill section, mg in transverse relation thereto for supporting-said frame on trucks, longitudinal side sills joined to the ends of the bolsters, side sill braces extending from the center sill section laterally to the side sills, said of substantially the same depth at their outer ends as the side sills and secured thereto substantially the full depth thereof, but being or reduced depth the rest of the length thereof and disposed substan tially wholly in the plane oil the top of the underframe, whereby to afiord clearance under the frame, and a diagonally extending brace joined at its ends to the center sill section and another portion of the underframe and intermediate its ends to the last mentioned brace Where it extends in transverse relation thereto, the one brace being notched to receive the other brace whereby both braces are disposed substantially wholly in the plane of the top of the under-frame for 8. In a railway locomotive underframe, a longitudinal center sill section, the same being of rigid construction, a relatively flexible diaphragm member carried on the our ter sill section, and an engine for drivin a generator or the like secured to said d iaphragm member, the engine supporting portions of the diaphragm being oilset relative to adjacent portions of the center sill section. I n a railway locomotive underframe, a longitudinal center sill section of rigid construction, a relatively flexible diaphragm member secured to portionsof the center sill section, an engine and generator coupled together in a predetermined alignment, and means supporting and securing the engine and generator on portions of the diaphragm member, the engine-generator supportin portions of the diaphragm member being :i: set relative to adjacent portions of the center sill section,

bolsters extcndv 'member being of ly in the plane of 10. In a railway locomotive undertrame, a longitudinal centersill section of rigid construction, a relatively flexible d1ap'hra member secured to portions oi": the center Slll section, an engine-generator sub-base ofiri id construction supported an and secured to portions of the diaphragm member which are in ofiset relation to adpacent portions of the center sill section, and an engine and generator coupled together and mounted on the sub-base in a predetermined alism:

ll. lln a railway vehicle underframe comprising a longitudinal center sill section bolsters extending in transverse relation thereto for supporting said frame on trucks, and longitudinal side sills carried on the ends of the bolsters, side sill braces comprising members extending from the center sill section laterally to the side sills, said memrs being of less depth from end to end than the side sills and center sill. section and disposed substantially wholly in the plane of the top of the iinderframe whereby to atford clearance thereunder and gussets at the outer ends of said pieces joinedto the braces and to the side sills substantialy the fall depth of the latter.

l2. lln a railway vehicle underfraxne compriging a longitudinal center sill section, bo ters extending in transverse relation thereto for supporting said frame on trucks, and longitudinal side sills carried on the til ends of the bolsters, a side sill brace comprising a member extending from the center sill section laterally to the side sill, said less depth from end to end than the side sill and center sill section and disposed substantiall wholly in the plane of the top of the under-frame whereby to afiord clearance thereunder, and a diagonally extendin brace similar to the aforesaid brace and oined at its ends to the center sill section and another portion of the underframe and aforesaid brace where it extends in transs verse relation thereto, the one brace being notched to receive the other brace whereby both braces are disposed substantially. wholthe top of the underframe for clearance therebeneath.

ln witness of the foregoing l a my Sig nature.

DANIEL 1B. WURTH.

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